Fuel control system



Nov. 2, 1937. H. M.' coRs FUEL CONTROL SYSTEM Filed May 2'9, 1935 9 Sheets-Sheet l l HererM rse H.l M. CORSE FUEL. CONTROL SYSTEM Nov. 2, 1937.

Filed May 29, 1953 9 Sheets-Sheet 2 l Sme/Wm HrberM Uorsf A l l @Mm/M3 Nov. 2, 1937. H. M. CORSE FUEL coNTRL SYSTEM 9 sheets-sheet s Filed May 29, 1953 Nov. 2', 1937. H. M. CORSE FUEL CONTROL SYSTEM 9 Sheets-Sheet 4 Filed May 29, 1955 Herer/M Corse Nov. 2, 1937. H. M. CORSE FUEL CONTROL SYSTEM 9 Sheets-Sheet 5 Filed May 29, 1933 H. M. CORSE Nov. 2, 1937.i

Nov. 2, 1937.

H. M. CORSE' vFULL CONTROL.A SYSTEM 9 Sheets-Sheet 7 Filed May 29, l1953 Efe.-

Nov. 2,- 1937. H. M. coRsE FUEL CONTROL SYSTEM Filed May 29, 1955 9 Sheets-Sheet 8 FUEL Mln-uns Nov. 2, 1937. H. M. CORSE FUEL CONTROL SYSTEM Filed May 29, 1933 9 Sheets-Sheet 9 Aie,

Patented Nov. 2, 1937 UNITED STATES PATENT OFFICE vaosarm' FUEL CONTROL SYSTEM Herbert M. Corse, near Green Cove Springs, Fla.. application May' 29, 1933, serial No. 613,520

2s claims. (ci. 12a-121) This invention relates to a controlling system for delivering fuels to internal combustion engines, more particularly to an improvement upon the controlling system disclosed in my application, Serial Number 609,297, filed May 4, '1932, which matured into Patent No. 1,944,068, granted January 16, 1934, and which not only embodies the Objects and advantages withv respect to the system as disclosed in the aforesaid application,

but has for its further object to provide, in a manner as hereinafter set` forth, a controlling system for the purpose referred to including means actuated from the vacuum or suction of the intake of the engine for delivering to the combustion chamber of the latter fuels in such a manner as to permit of automatic variations of the proportions in which the' fuels are mixed as the duty of the engine may demand or permit; means for limiting the range of such automatic variations of the proportions of the fuels; means for manually varying the proportions of the fuels, and means for indicating to the operator the character of the fuel mixture supplied to the engine.

It has long been known in the art of internall combustion engines designed and constructed primarily to operate on low boiling liquid fuels such as gasoline, that the vacuum or suction in the intake manifold between the intake valves 0 and the throttle valve is high when the engine is operating with nearly closed throttle and decreases as the throttle is opened.

I have discovered that the suction, low with nearly closed throttle and increasing asthe throttie is Opened and the speed and load of the engine increases and the reverse-that exists in the intake passage between the throttle and the restricter or venturi in a carbureter while the engine is running provides a satisfactory means of 4o actuating a mechanism for varying the proportions in which fuels are mixed and to this end the invention aims to provide, in a manner as hereinafter set forth, a thoroughly efficient means for carrying out a" fuel control for the purpose re- .ferred to.

To the above endsl essentially and to others,

which may hereinafter appear, the invention consists of such parts and such combination of parts which fall kwithin the scope of the invention as claimed.

It will be readily understood that my novel system is not dependent upon any one mechanical arrangement or construction designed to serve as rreans for operating the system. My invention comprises any means which may provide for the control of the proportions in which the plurality of fuels is supplied to the combustion chamber of the engine; also means for doing this while at the same time permitting 'the variation of these proportions to be controlled by the Hoperator; also 5 "means for doing this by manual control only.

In order'to more fully describe r'ny novel system which is my invention, I shall give one Or more illustrations of how it may be practiced, but it will be understood that changes, variations and 10 modifications may be resorted to which fall within the scope of this invention as claimed,

In the drawings:

Figure 1 isal fragmentary view in side elevation of an internal combustion engine showing the 15 adaptation therewith of .a fuel controlling means, in accordance with this invention for downdraft operation.

Figure 2 is a top plan view of the fuel controlling means shown in Figure 1.

Figure 3 is a section on line 3-3 Figure 1. 20

Figure 4 is a section on line I-4 Figure 2.

Figure 5 is a fragmentary view in elevation showing a rheostat and its operating mechanism.

Figure 6 is a detail of the rheostat Operating mechanism.

Figure 7 is a fragmentary view in side elevation of "an internal combustion engine showing the adaptation therewith -of a fuel controlling means, in accordance with this invention for updraft operation. 3

Figure 8 is a section on line 8-8 Figure '7.

Figure 9 is a section on line 9 9 Figure '7.

Figure 10 is a disassembled view in perspective of the butterfly valves, their shafts and the coupling shaft between the shafts for the valves. 35

Figure 11 is a perspective view of the lever for shifting the coupling shaft.

Figure 12 is a front elevation showing the indicator and control ends respectively of the air tube 40 and manual shifting means for the shafts of the butteriiy valves.

Figure 13 is a section on line I3|3 Figure 12. Figure 14 is a sectional elevation showing a controlling attachment for the idling orifice, and 45 Figure 15-is a diagrammatic view ofthe form of the apparatus shown in Figures 1 to 6.

In both forms shown, a fuel regulating valve mechanismis used and such mechanisms are of like form. The purpose of the mechanism is to regulate the proportionate flow of gasoline fuel and air mixture and the proportionate flow of distillate fuel and air mixture. An example of this mechanism is more clearly shown in Figures 55 10 and 11 and includes a pair of shafts I, 2 provided with butterfly shafts I, 2 are lengthwise slot-ted, as at 5, 6 respectively. The slots extend lin opposite directions with respect to each other. 'I'he Valve 3 extends through slot 5 and is fixed to shaft I by the holdfast devices 'I. The valve 4 extends through slot 6 and is fixed to shaft 2 by the' holdfast means 8. The shaftsl, 2 are disposed at the diametrical centers of the valves 3, 4 respectively. The slots dispose the valves at nearly right angles to each other so that when one valve is wide open the other is fully closed. The shafts I, 2 endwise align, but are spaced from each other. The inner ends of the shafts I, 2 are formed with the furcations 9, I0 respectively which are disposed at right angles to each other. Interposed between the shafts I, 2 is a shiftable shaft II for bodily moving the shafts I, 2 in unison. The shaft II has its ends formed with dia metrically arranged tongues I2, I3 disposed at an angle to each other and engaging in the furcations 9, I0 respectively for coupling shafts I, 2 and II together. Flxedly secured to shaft I I is a shifting lever I4 therefor and which consists ofa lower part I5, an upper part I6 of less width than part I5, a split collar I'I integral with the latter, parallel apertured ears I8 extended from the collar Il, an apertured lug I 9 integral with part I5 disposed In spaced relation to the collar I1, a pair of openings 20 at the point of joinder of parts I5, I6, a row of spaced openings 2| disy posed lengthwise of part I5 and holdfast means 22 extending through the ears I8 for clamping collar I1 toshaft II. The holdfast means 22is shown in Figures 4 and 8. When theregulating valve mechanism isemployed in connection with a downdraft operation, the lever I4 extends upwardly from shaft II, see Figure in connection with an updraft operation, lever` I4 depends from shaft II. 'The valve 3 is employed to regulate the proportionate flow of gasoline fuel and air and the valve 4 to regulate the proportionate flow of distillate fuel and air mixture. Y

I sometimes prefer to leave out the two butteriiy valves and shafts shown in Figure 10 and use one cylinder valve (not shown) placed in the `junction of the three plate and actuated by a mechanism similar to that shown in Figure 4.

I desire to point out that the difference between a liquid and a gaseous fuel is simply a question of the temperature and pressure under which the substance regarded as a fuel 4may be at the time it is considered. All fuels whose chemical composition is not materially altered by changes in temperature and pressure may be, at least theoretically, presented as solid, liquid or gas if the proper temperature and pressure is made to obtain. My novel system, therefore, comprises all phases in which a fuel may be used. Throughout this application, wherever the term liquid fuel is used, the gaseous or solid phase, under suitable conditions, is meant to be comprised in this term. My invention does not depend upon the chemical composition nor 'upon the phase of any fuel used. Myinvention is likewise to beI understood to comprise any plurality of fuels. For the purpose of clear explanation, the discussion, examples and illustrations set forth in this specification deal with two liquid valves 3, 4 respectively. The

passages in the manifold poses of this application, the term "fuel should be interpreted to mean in addition to the above. either one fuel or a plurality of fuels as such, or mixed with air, or inert gases, or any other mixture finally delivered in the combustion chamber, as the context may require.

I desire also to point out that in the operation of any internal combustion engine the fuel must be so mixed or supplied with sir as to cause oxidation to proceed when once ,initiated by causing the proper temperature to obtain. This mixing or supplying with air may be done external to the cylinder or in the cylinder itself which then serves as a mixing chamber. When the term mixing chamber is used in the description and claims, it is meant to comprise both cases. In addition to the mixing of the fuels with air, or omen, when a plurality of fuels is used, it is usually desirable to mix the fuels with each other at some stage prior to the initiation of combustion, as well as to mix the combined fuels with air. A'Ihe fuels may be mixed and then the mixture mixed with air, or each may be mixed separately with air and then the air mixtures combined, or one may be mixed with a surplus of air andthis air mixture mixed with another fuel. When in the description and claims, the terms mix, mixing", or mixture" are used they should be interpreted as the context may require in the light of this explanation.

When in the-description and claims, the boiling point of a fuel is referred to, it should be borne in mind that hydrocarbon fuels ordinarily used in the operation of internal combustion engines are often mixtures of two or more substances, each with a definite boiling point at normal atmospheric pressure, and that properly speaking, the mixture has no boiling point. However, a cer- 'tain fraction, or centain fractions usually predominate-to the extent of lowy boiling or high boiling, these terms, and the term boiling point, wherever used herein, should be interpreted as the context may require in the light of this explanation.

As an example of low boiling point or easily combustible fuel, gasoline is mentioned, and as an example of a high boiling point fuel distillate is mentioned, but other petroleum base fuels, such as ether or kerosene may be used, as well as fuels of different sources, such as picic acid and alcohol.

Referring to Figures l to 6 of the drawings, a fuel controlling means for downdraft operation is shown. The system is used in'oonnection with any suitable form of carburetlng devices, and the number of the latter will depend upon the number of different fuels employed. By way of example, the system is shown for use in connection with two fuels and two carbureting devices. There is illustrated a pair of vertical carbureters A, B, the former for gasoline and the latter for distillate. The carbureters A, B as shown by way of example are in the form of tubular structures'each comprising an upper, an intermediate and a lower portion. The upper, intermediate and lower portions of carbureter A are indicated at A', A" vand A" respectively and those of carbureter B at B', B" and vB" respectively. Each of said structures is open at each end thereof. The carbureters are arranged in parallel spaced relation.- 'I'he lower portion of each of said structures is ofV classifying the fuel as L constant level float valve controlled gasoline :ontainer 2 arranged adjacent the upper and lower portions of the carbureter and which functions for a constant level supply of gasoline fuel to discharge jets. A dust cover 3 is used for the gasoline pump and a metering rod mechanism. not shown: The pump is shown in dotted lines Figure 1 and indicated at 40 in Figure 15.

The upper portion A of carbureter A provides an air hornor air intake and arranged within the latter is a choke valve 5' for the purpose of enriching gasoline fuel air ratio at starting.

Arranged within portion A" is a primary Venturi tube 1' and a secondary Venturi tube 5', the former being of less inner diameter than and arranged concentric to the latter. The lower end of tube 1 extends into the upper end of tube 8'. Arranged within the upper part of the portion a" is a main Venturi tube 9' of greater inner diameter than tube 5'. The latter is concentrically disposed with respect to and has its lowerv end extend into the upper end of tube 9'. The tubes are for the purpose to regulate the gasoline fuel air ratio. Extending into the tube 1' isa -main jet or nozzle 'l0' employed for discharging gasoline fuel into the air supply. Projecting into portion A" adjacent the tube 8' is a pump discharge jet il' to enrich fuel air ratio as the throttle is opened. The accelerator pump may be arranged to draw its supply from the oat chamber 2' or may be arranged to draw from a separate reservoir containing an extra high power fuel.

The shaft l extends diametrically of the portion A", as well as extending outwardly -from the latter. The valve 3 carried by shaft i is'arranged in portion A", and the latter is formed ,with extended bearings for shaft i. The lower end of portion A" is flanged as' at i4' for connection to a manifold plate 14".' Loosely mounted on the outer end of shaft l is a normally stationary plate i5 for a purpose to be referred to. Fixed to the outer end of shaft l is a lever I5' with an arm l1 to operate a link l1" which in turn operates a pin, not sliown, in a metering jet 11"' (Figure 15) arrange in the gasoline supply passage G leading to nozzle or jet l0'.

With respect to carbureter B, a connection I5' leads from a distillate supply D (Figure l5) to fill a constant level float valve controlled distillate fuel container i9 arranged adjacent the portions B', B" and which functions for a constant level supply of distillate fuel to discharge jets. A dust cover 23' is providedfor distillate rocker arm assembly, not shown.

The upper portion B' of carbureter B provides an air horn or air intake 2 i and into which opens a hot air conducting pipe 22'. Arranged within portion B" is a primary Venturi tube 23 and a secondary Venturi tube 24. The former is of less inner diameter than and is arranged concentric tofthe latter. 'I'he lower end of tube 23 extends into the upper end of tube 24. Arranged within the upper part of portion B" tube 25 of greater inner The latter is concentrically disposed with respect to and has its lower end extend into the upper end of tube 25. The tubes are for the purpose to regulate distillate fuel air ratio. Extending into the tube 23 is the main jet or nozzle 25 to discharge distillate fuel into air supply. I

The shaft 2 extends diametrically of portion B'" as well'as extending outwardly from the latter. The valve 4 carried by shaft 2 is arranged in portion B", and the latter is formed witlrexis a main Venturi diameter than tube 24.A

Atended bearings for shaft 2. The lower end of portion B'" is anged as at 35 for connection to manifold plate I4". Fixed tothe outer end of shaft 2 is a lever 3l with an arm 32 (Figure 3) to operate a link 3 I which in turn operates a rocker arm 3|.' (Figure 15) for shifting a link 32' which operates a metering pin, not shown, arranged in Aa metering jet 32" positioned in a distillate4 supply passage D' leading to the nozzle or jet 25.

A throttle valve housing 33 common to carbureters A and B is employed. The/housing includes an enlarged hollow flared part providing a chamber 33' and a reduced tubular part forming a conducting passage 33'" which opens into the intake 43 of the intake manifold 44 of the engine. The manifold plate I4" forms a part of the housing 33. 'I'he lower portions A'" and B'" are not only secured to plate I4" but also to the enlarged part of housing 33 and open into chamber 33'. The wall of chamber 33' is provided with a re-v stricted orifice 34 for a purpose to be referred to.

Arranged within the passage 33" is a throttle valve 35 of the butterfly type to regulate ilow of the proportioned gasoline and distillate fuel and air mixtures. The valve 35 is carried by a shaft .35 journaled transversely of the reduced part of housing 33. The shaft 35 has connected thereto a lever arm 31 for turning it. Associated with qshaft 35 is an adjustable device, 38 for regulating low speed of the engine. Carried by shaft 35 is a lever 39 for actuating a link 40 which is adapted to operate the gasoline pump (not hown) with movement of throttle.

The exhaust manifold of the engine is indicated at 45 and includes an extension 45 which encompasses in spaced relation the intake 43 of the manifold 44 and constitutes a heating jacket. Arranged over the exhaust pipe of the engine is a hood 41 to collect hot air. The hot air conducting pipe 22 opens into the hood 41.

The manifold plate' I4", Figures 2 and 4, is extended forwardly and rearwardly from the housing 33 as at 45, 43 respectively and from the sides of housing 33, as at 45', 49'. The plate i4" constitutes a platform. The forwardly projecting portion 48 of plate i4" is tapered and at its outer end is provided with a post 55 having an apertured split upper portion 50'.

Suspended forwardly of and supported by post is a housing- 5l formedof a pair of oppositely disposed sections 52, 53 of like form and shaped to provide a spherical diaphragm chamberl 54.

The sections 52, 53 have enlarged upper parts 55, respectively. The part 55 is formed with a check valve 'chamber 51, a port 55 leading from chamber 54 to chamber 51, a removable ported plug 59 forming the top Wall of chamber 51 and having its port 59' leading from the latter to the atmosphere, and a check valve 55 ywithin chamber 51 for normally closing port 58 to chamber 51. The part 55 is provided with a check valve chamber 5|, a port 52 leading from chamber 54 to chamber 5i, a removable non-ported plug 52 forming the top wall of chamber 5i, a check valve 53 within the latter, and a port 54 leading from chamber 5i to the atmosphere. The valve 53 normally closes port 54 to chamber 'I'he chamber shaped diaphragm 55 into a front and a rear compartment closed to each other. The port 53 opens into the rear one of said compartments and port 52 into the front one. The diaphragm 55 has its lmarginal portion anchored between the innerjndes of the sections 52, I3'. The section 32 'sa (Figure 4) isdivided by a cup-- at its axis is apertured as at 68. Formed integral with section 52 is a rearwardly disposed tubular member 61 which registers with the opening 88..

Slidably mounted in the member 61 and extendng'into the rear compartment of the chamber 54 as well as having one end anchored toand axially of diaphragm 65 'is a stem 88 vwhich projects rearwardly from member 61. The rear end 88 of stem 68 is reduced for passage into the forked forward end 18 of a rearwardly extending link 1| having its rear portion curving downwardly, The ends 69 and 18 are pivotally connected together as at 12. The rear end of link 1| is apertured and pivotally mounted on lug I9 of lever I4. A pin 12' extends through lug |9 for retaining link 1| thereon. vThe member 61 extends through the split apertured upper portion 58' of post 58 and is clamped thereto by holdfast means 12 binding the walls of the split in the post against each other and member 61.

The section 58 has axially thereof an air port 13 which opens into the forward compartment of chamber 54. A T-coupling 14 is attached to section 53 and has one leg thereof open into Aport 13.' Another leg ofv coupling 14 has attached thereto a tube 15 carrying a coupling 15 which is attached to housingm33 with orifice 34. Coupled to the remaining leg of coupling 14 (Figures 1 and 4) is a exible air tube 16 which opens into a tubular oifset 16' provided in proximity'to the upper end of a vertically disposed tubular member 16" having its lower end formed with a valve seat 1-1.

The member 16" extends into the housing 18 of a thermostatic controlled air inlet valve mechanism 19. 'I'hevalve 88 of said mechanism isI adapted to engage seat 11 of member 16" to shut oif intake of air thereto. The mechanism 18 is an auxiliary part that may or may not be used. When not employed, the tube 16 continues direct into tube 8|. Extending from the upper end of member-16" is an air conducting tube 8| (Figures l, l2 and 13) which is connected` to the inner end of a rigid tube 82 by an inwardly iianged collar 83. 'Ihe tube 82 is formed' intermediate its ends with air. intakes 84 which are controlled and regulated through the means of a manually 'adjusted regulator element or valve 85 which threadedly engages with the inner face of the outer portion of tube 82. The latter isV xedly secured to and extends inwardly from one side \of an instrument plate 86. The element 85 extends rearwardly from the plate 86 and includes a handle' 81. Interposed between the latter' and plate 86, as well as surrounding element isa coiled controlling spring 88. lThe air intakes 84 are arranged in close proximity to the forward face of plate 85. f

'I'he rear and front compartments provided by the diaphragm dividing chamber 54 constitute what may be termed a dash pot chamber and a suction chamber. The valve 68 is light and restricts the flow of air into the dash pot chamber, but allows air to flow out freely. 'I'he valve 63 is heavy. The stem 68 slides freely( through member 61 with a nearly air tight it therewith. The lever I4 is provided for transmitting motion of the stem 68 to the shaft H to provide for the simultaneous shifting of the shafts I, 2 to a'djust valves 3, 4. s

The rear part 49 of plate I4 has; extending upwardly therethrough a pair of spaced parallel headed bolts 89 (Figures 4 and 5). Seated upon part 49 and encompassing the bolts 89 are sleeves 98 providing a pair of supports. The bolts 88 extend beyond the upper ends of sleeves 88. Mounted on the latter is a U-shaped bracket 8| disposed transversely of part 48. The bolts 88 extend through and above the base 82 of bracket 9| and carry clamping nuts 98 which bind against the upper face of said base whereby the bracket 9| is anchored stationary. The arms of bracket 82 are designated 84, 85 and the former is oi' greater length than the latter. Opposing the outer side of arm 94 and seating on part 48 is a rheostat 96. Journaled in the arms 84, 85 and extended from the latter is a shaft 81 for operating the rheostat 86. .One end of shaft 81 is operatively connected to the rheostat 88 and its other end has ixed thereto a gear 88 for operating a segment 88 (Figure 6) on a limiting lever arm |88. The latter is pivotally supported kby base 92 and arranged in the path of oppositely disposed spaced stops |8|. vThe arm 95 carries on its inner face a bearing |82 for one end of shaft 91. Surrounding the latter, fixed at one end to shaft 81 and engaging with bearing |82 is a spring controlled drag |82' for said shaft. In order to permit free motion forthe rheostat 81, the arm |82" of the drag |82 is released from seating in bearing Fixed Aat its lower end to the part 48 of plate I4 is the horizontal arm |88 of an angle-shaped member |84. The vertical arm of the latter indicated at |85, is of greater length than arm |88 and torsionally twisted in proximity to arm |88 whereby the sides of arm |85 above the twisted portion of the latter will be disposed in the same manner as the sides of the arms 84, 85. 'Ihat part of arm |85 above the twisted portion is formed with a row 'of spaced openings |88 for a purposeto be referred to.

The shaft 91 is operated by a crank arm |81 formed with a furcation |88 (Figure 4) in its lower portion through which extends shaft 81. The furcation |88 provides for adjustably mounting the crank arm on the shaft. Holdiast means |89 extends through the arm 81 for securing it to the shaft. The arm |81 in proximity to its outer end is formed with a diametrically extending opening ||8.

Selectively engaging in one of the openings in the shifting lever |4 is a link which also extends from through the opening ||8 in arm |81 for the purpose of connecting the -latter to lever |4 whereby on the shift of the latter, arm |81 will bemov'ed therewith to turn shaft 81. A controlling spring 2 is employed for pulling the lever I4, linlr stem 68 and diaphragm 65'against the suction of the vacuum chamber.

' The spring ||2 has one end attached to lever I4 and its other end selectively engaging in the opening |86. 'Ihe openings |86 are provided for adjusting the tension of spring .||2.

The plate\86 is formed with an opening ||8 to make visible-the indicating face ||4 of an electrically operated indicator I5 which is attached tothe forward face of plate 86. Circuit connections ||8, ||1 are provided for the rheostat 98 and indicator ||5. Ihe latter indicates the relative proportion being used of two fuels, such asA distillate and gasoline. In Figure l2 the needle oi' the indicator is at the left hand end of the scale thereby indicating that the device is operating on all distillate and no gasoline. When the needle is at the one-quarter point on the scale it indicates that the device is operating on a proportion of one-quarter of gasoline and three-quarters of distillate, and so on. When the needle is at the right end of the scale it indicates'that the device is. operating on all gasoline and no distillate.

The plate 86 is carried by the instrument board ||8. The latter has an opening ||9 through which indicator ||5 extends. An operating means for the choke valve 6' is indicated at |20. The said means extends through the instrument board ||8 vand-carries at its rear end a pull handle |2| (Figure 1). 'Ihe forward end of the means is connected to a crank |22 on the choke valve shaft |23. .l

A manual adjusting means |24 (Figures 1 and 12) is provided for the fuel regulating valve mechanism which is connected to the lower end 1 of plate I5', the latter being formed with a pair of spaced stops |25 (Figure 1) for limiting the movement of the regulating or proportioning valves 3, 4 when shifted by the actuation of lever |4. The stops |25 coact with the lever I6 for actuating the shift of valves 3 and 4 when they are moved by the manually adjusting means. 'Ihe means |24 includes a sleeve |26 which extends through the plate 86. Attached to the forward end of sleeve |26, as at |21 is a flexible tubing |28 of less diameter than the sleeve. Ex-

tending into the rear end of sleeve |26 is a slidable handle member |29 connected to a flexible pull member |30. The latter projects beyond the tubing |28 and is adjustably connected as at |3| to plate I5' (Figure 1).. The member |30 passes through a guide |32 extended rearwardly from part 49 of plate i4".

The throttle valve 35 is' operated in a known manner by lconventional means indicated at |33. A pipe |33' is provided for conducting exhaust gases from the engine to the part B of carbureter B.

Referring to Figures '1, 8 and 9 the adaptation of a fuel controlling means, in accordance with 40 this invention is illustrated in connection with an relative to that of lever I4,

. type are not employed updraft operating carbureting structure. The latter includes a pair of parallel spaced carbu--y reters C and D connected at their upper ends to a manifold plate |34 corresponding to the plates I4". Attached to plate. |34 and into which opens the upper ends of the carbureters C, D is a throttle valve housing |35 substantially of the same form and arranged reversely to that of housing 33. Positioned in the upper portion of housing |35 is a throttlevalve |36.v The upper end of housing |35-is flanged, as at |31 for connection to a flange |38 at the lower end of intake manifold |39. The carbureter C is employed for gasoline fuel and D for distillate fuel.

In Figure 8 the shafts corresponding to shafts 2 and are indicated at |40, |4| and |42 respectively.r The lever corresponding to lever |4 is designated |43 but its position is reversed The valves corresponding to valves 3, 4 are'designated |44. |45 respectively. The plate |5 and elements I6' and |1 referred to in connection with the downdraft with the updraft type. The shaft |40 has eccentrically mounted on its outer end a collar |46 (Figure '1) formed with an arm |41 capable of engaging stops |48 extending in-spaced relation from the upper portion of a pivoted disc ,|48 formed with an eccentrically arranged irregular shaped opening |50.

of opening |50. The disc |49- is pivotally connected at its bottom, as at |52 to the carbureter C. The outer face of the disc |49 at the upper part thereof is provided 'with an adjustable coupling jet |12 and passage Thev stops |48 extend from opposed wall portions |5| y means to pull member |30.

In the form shown in connection with updraft operation, the arrangement of spring anchor is different from that shown in connection with downdraft operation. One or two springs may be used depending on the strength of the springs used and the tension desired. In Figure 'I there, is shown two springs |55.

In the form shown in Figures '1, 8 and 9, the element |04 employed in connection with the downdraft is not used, but the elements 89 to |02 are however. The elements l89 to |02" when used for updraft operation have-their positions reversed with respect to the arrangement of such elements shown in Figures 4 and 5. That is to say, they `depend from the plate |34 in lieu of extending upwardly therefrom.

The element |04 is employed to anchor one end of the pulling spring ||2, but there is substituted for such element |04 in the updraft form, a rearwardly extending hanger |56 having an angularly disposed arm |51 (Figure 1) provided with an opening |58 for a purpose to be referred to. Fixed to arm |51 is a depending member |59 having spaced openings |60 for selectively anchoring the other ends'of the pulling springs |55. The hanger |56 extends from plate |34.

The body of carbureter C includes -a' tubular upper part |6| and in the upper portion of the latter is journaled shaft |40 carrying valve |44. A float valve controlled constant level gasoline containeris indicated at |62 (Figure 8). Arranged within and depending from the lower lend of part |6| is a Venturi tube |63 for regulating air flow. Positioned within the lower part |64 of carbureter C is a main jet'or nozzle |65 for discharging gasoline into air flowing through tube |63. A passage leading from container |62 to jet or nozzle |65 is indicated at |66. A removable plug |61 is employed t enable the cleaning out of jet |65-and passage |66.

The body of carbureter D includes a tubular upper part |68 and in the upper portion of the latter is journaled shaft |4| carrying valve |45. A float valve controlled constant level distillate container is indicated at |69 (Figure 8). Arranged within and depending from the lower end of part |68 is a Venturi tube |10 for regulating air flow. Positioned within the lower part |1| of carbureter D is a main jet or nozzle |12 for discharging distillate into lair flowing through tube |10. A passage leading from container |69 to jet or nozzle |12 is indicated at |13. A removable plug |14 is employed to enable the cleaning out of The exhaust gas heater |15 is employed for heating the distillate in jet |12, container- |69 and for an admixture' of exhaust gas into air flow through carbureter D. The pivot |52 includes a head |16. A coiled spring |11 is mounted on pivot |52 and is interposed between head |16 and disc |50, the latterbeing loosely In` the updraft form, the thermostatic conor lines 16, 8| are not employed, but in lieu thereof a single air tube |16 is used and which lls at- |53 for a pull member |54 corresponding2 mounted v trolled air intake valve 80 and separate air tubes tached at one end 'to that leg to which line or hose 8| is connected. The line or tube |18 leads from the T-coupling to the plate 85. That end portion of line |18 which is attached to plate 86 is of the same form and arrangement as that end portion of line or hose 8| which is attached to said plate.

operated from a spring controlled pull mechanism |88 which passes through opening |58 (Figure 7) in arm |51. Leading from a hot air confining hood |8| on the discharge pipe of the engine to the carburetor D is a hot air conductor |82. An exhaust gas conduit |88 (Figure 7) opens intothe heater |15. |84.

Otherwise than that as stated with respect to Figures 7, 8 and 9, the construction thereof will be the same as that shown with respect to Figures 1 to 6.

In both forms, there is employed an idling orl- `ice or jetin close proximity to the throttle valve.

Such orifice is for communication with the gasoline carburetor. In Figure 1 the idling orifice and its connections with the gasoline carbureter are generally indicated at |85 and in Figure 7 at |88. 'Ihe connections are controllable as indicated at |81 Figur: 1 and |88 Figure 1.-

I sometimes prefer to place a T-connection |88, Figure 14, with a branch thereof ported, as at |80 to the atmosphere. The port |88 is controlled by a hollow plunger |8| operated by the motion of the throttle shaft |82. The plunger 8| functions so that the supply of fuel through the idling orice is completely `suspended as soon asv the throttle is opened beyond the lower speed positions. 'I'he plunger |8| is ported as at |88 for communication with port |88. The structure referred to is for the purpose of preventing a small amount of gasoline passing through the idling orifice when the proportioning valves are in the all distillate position. 'I'he plunger |8| functions also to close the idling orifice to the tube |84 to gasoline supply.

The indicator ||4 is of a form to indicate to the operator the proportions of the fuels supplied to the engine. The tubes 16, 8| provide a suction line. 'Ihe tube |18 provides asuction line.

Operation: Before starting the engine in a colcl`` condition, the handle |28 of the flexible wire control is pulled to place to the plate I5' or disc |48. each providing a limitin lement in position to hold the fuel regulating or proportioning valves in all gasoline position; the engine may then be started in the usual manner. After the engine is under load andl warming up, the limiting element may be moved part way and the valve adjusted on the end of the tube to the suction line so that the diaphragm slowly ypulls the stem 88 and shifting lever Il or |48 overcoming the opposing pull of the return tension spring, as shown bythe movement ofjthe pointer of the in- A dicator.

When the engine has warmed up to operating temperature and the intake manifold reaches a temperature near the boiling point of water due largely .to the heat transmitted through contact with the exhaust manifold or exhaust jacket around part of the intake manifold, the handle |28 may be moved further allowing the shifting mechanism to move full stroke when the engine is under working load.

As the throttle valve is opened and the engine increases vin speed and load, the suction in themanifold plate passage increases and this suction acts through the orifice and tube to the diaphragm in the vacuum and actuating mechanism. The size of the orifice regulates the strength of the eil'ective suction on the diaphragm. This effectivesuctlon is limited by the ball check valve and also regulated by adjusting the bleed valve. 'I'he amount of opening of this valve regulates A distillate supply line is designated y 2,098,178 Carburetor C is provided with a choke valve |18 how soon the shifting mechanism begins to operate. The tension and angle at which the tension spring is mounted also affects this.

The movement of the diaphragm' and stem ls retarded in one direction by restricting the inflow l of air into the vdash pot on the stem side of the diaphragm. Air leaking slowly around the stem permits the diaphragm to pull the 'stem into the diaphragm chamber quite slowly'when the suction on the diaphragm is reduced, as when the engine is slowed down, the air in the stem side of the diaphragm chamber escapes readily through the light ball check and the diaphragm and stem have free motion in this direction being pulled by the tension spring.

'I'he effect of this is to rapidly change the proportion of fuel to more gasoline on deceleration and to slowly increase the proportion of heaviery fuel on acceleration thus giving good engine performance.

When the throttle is closed to idling position, the fuel supply is almost entirely through the idling jet and this is always an all gasoline and air mixture.

When the limiting element is in full range position and the air bleed valve is adjusted so that the shifting mechanism Just reaches the all distillate position at normal speed and load, as in a motor vehicle traveling on fairly level road, then when the engine is slowed down with open throttle as in hill climbing, the proportion of gasoline fuel is automatically increased and the proportionv of distillate decreased until the engineis operating on all gasoline before it is slowed to stalling by the heavy load.

Whenever full gasoline operation of the lengine is desired this may quickly and conveniently be obtained by moving flexible wire control handle |28 to a position when the limiting element holds the valve shafts in a position when the main butterily valve in the g'asoline chamber is wide open and the main valve in the distillate heater is fully closed. Or the degree of closing of the gasoline valve may be limited to a minimum by the position of the limiting element.

The construction'and arrangement of the eiements of the system relative to each other provides for the controlling of the proportioning mechanism by the depression existing between the venturi means of the carbureters and a throttle valve 85 or |38.

If it is desired incase of emergency as when there is danger of exhausting the supply of gasoline; the limiting element may be held in a pomtion where the engine operates on all distillate fuel or nearly so at all speeds above idling speed. 'Iheengine may be operated on all distillate when the gasoline supply as a fair speed and load is maintained..

On heavily loaded engines it is sometimes desirable to open the valve 88 position of thethrottle valve by a link from lever 18 to a lever on the throttle valve shaft (not at nearly wide openv shown),`so Vthat the fuel position proportion isf all gasoline at wide 1. In a fuel control system'for internal com-" bustlon engines using more than one fuel, carbuis entirely exhaustedias long reters including Venturi means, a throttle means,` proportioning mechanism controlled bythe depression between said Venturi means and the said throttle means for varying the proportions of the fuels supplied tothe combustion vchamber of the engine, and means vfor retarding the change in proportions as the engine throttle is opened.

2. In a fuel control system for internal combustion engines using more than one fuel, a proportioning mechanism for automatically varying the proportions of the fuels supplied to the combustion'chamber of the engine, and fuel proporl tion indicating means operated fromv said proportioning mechanism.

3. In a fuel control system for internal combustion engines using a plurality of differentv fuels, carbureters including Venturi means, a throttle means,l fuel supplies, a proportioning mechanism controlled by the depression existing between said Venturimeans and throttle means and in-I cluding means for slowly and automatically varying the proportions of the fuels supplied to the combustion chamber of the engine, and means for limiting the minimum amount of one.ofv the fuels.

4. In a fuel control system for internal combustion engines using a plurality of different fuels, carbureters including.Venturi means, a throttle means, fuel supplies, a proportioning mechanism controlled by the depression existing between said IVenturi means and throttle means andin'` cluding means for slowly and automatically varying the proportions of the fuelsV supplied to the combustion chamber of the engine, and means for limiting the minimum amount and the maximum amount of one of the fuels.

5. In a fuel control system for internal Vcombustion engines using a plurality of 1dierent fuels, carbureters including Venturi means, a throttle means, fuel supplies, a proportioning mechanism controlled by the depression existing between said Venturi means and throttle means and including means for slowly and automatically varying the proportions of the fuelssupplied to the combustion chamber of the engine, and

means for supplying an extra quantity of one ofthe fuels as the said throttle means is opened.

6. In a fuel control system for internal combustion engines using a plurality of fuels of different boiling polnts, a proportioning mechanisml for automatically and simultaneously varying the proportions of the fuels supplied to the combustion chamber of the engine, means for hunting the minimum proportion rof the fuel of lowest boiling point, meansfor limiting the maximum proportion of the-fuel of lowe'st boiling point, and means for supplying a limited-amount of fuel of low boiling point as the `engine throttle is opened. 7. In a fuel control system for internal combustion engines using more than'one fuel, a proportioning mechanism for slowly and automatically varying the proportions of the fuels supplied to the combustion chamber of the engine, and means for automatically increasingl the proportion of the fuel of low boiling point when the engine is 8. Ina fuel control systemfor internal 'combustion engines using more than one fuel, the combination with a pair of carbureters, one for fuel of low boiling point and the other for fuel of high boiling point, and a throttle valve common to said carbureters, of a manuallyland automatically operable fuel proportloning mechanism for delivering fuels in a manner to permit of vautomatic variations of the proportions in which the fuels are mixed as the 'duty of the engine may demand, said mechanism being common 'to said tion,

slowed with open throttle by heavy load.

carbureters, means for manually operating said mechanism while the engine is in normal operation, and means operated from the suction ofthe engine for automatically operating said mechanism to automatically vary the vproportions of the fuels supplied through said carbureters to the combustion chamber of the engine.

. 9. In a fuel control systemfor internal combus- 'tion engines using more than one fuel, the combination with a pair of carbureters, one for fuel of low .boiling point and the other for fuel of high boiling point, and a throttle valve common to said carbureters, of a manually and automatically operable fuel proportionlng mechanism for delivering fuels in a. manner to permit of automatic l variations of the proportions in which the fuelsy are mixed as the duty of the engine may demand, said mechanism being common to sai'd carbureters,4 means for manually operating said mechanism while the engine is in normal operation, means for automatically operating said mechanism to automatically vary the proportions of thefuelS supplied through said carbureters to the combustion chamber of the engine, and means for retarding the change in proportions as the throttle valve is opened. I A

10. In a fuel control system for internal combustion engines'fusing a plurality of `vf uels'offdifferent boiling points, the combination of carbureters, each for a different fuel, and a throttle valve common to said carbureters, of a manually and autojmatically operated fuel proportioning mechanism for delivering fuels in a manner to permit of automatic variations of the proportionsfin which the fuels are mixed as the duty of the engine may demand, said mechanism being common to said carbureters, means for manually operating said mechanism while the engine is in normal operameans for automatically operating said mechanism'to automatically vary the proportions of the fuels supplied through said carbureters to the combustion chamber of the engine, and means for supplying exhaust gases discharged from the engine to that carbureter for the fuel of high boiling point.

11. In a fuel control system for internal combustion engines using a plurality of fuels of different boiling points, the combination with carbureters, each for a different fuel, and a throttle valve common to said carbureters, of a manually and automatically operable fuel proportioning mechanism for delivering -fuels in-amanner .to permit of automatic, in which the fuels are mixed as the duty of the' engine may demand, said mechanisms being supplying exhaust gases discharged from the engine to that carbureter for the fuel of high boilins point 12. In a fuel control system for internal combustion engines using fuels of different boiling points, the combination with a pair of carbureters, one fory fuel of low boiling point and the other for fuel of high boiling point, and a throttle valve common to said carbureters, of a fuel proportioning mechanism for delivering fuels in a manner to permit of automatic variations-of the proportions in which the fuels are mixed as the variations of the proportions duty of the engine may demand, said mechanism being vcommon to saidcarbureters and located adjacent said valve, means operated from the suction of the engine for automatically operating saidmechanism to automatically vary the proportions of the fuels supplied from said carbureters to the combustion chamber of the engine, a fuel proportion indicating mechanism operated from the means operated-from the suction of the engine, and means for supplying hot air to the carbureter for the fuel of high boiling point.v

13.j In a fuel control vsystem for internal combustion engines using more than one fuel, the combination with a pair of carbureters, one for fuel of low boiling point and the other for fuel of high boiling point, and a throttle valve com mon to said carbureters, of a manually and automatically operable fuel .proportioning mechanism for delivering fuels in a manner to permit'of automatic variations of the proportions in which the' fuel of high boiling point.'

14. In a fuel control system for internal combustionpengines using more than one fuel, the combination with a pair of carbureters, one for fuel of low boiling point and the other for fuel of high lboiling point, and a throttle valve com- `mon to said carbureters, of a manually and automatically operable fuel proportioning mechanism for delivering fuels in a manner to permit, of automatic variations of the proportions in which the fuels are-mixed as the duty of the engine may demand, said mechanism being com mon to said carbureters, means for manually operating said mechanism, means operated from the suction of the engine for automatically operating said mechanism to automatically vary the proportions of thevfuels supplied through said carbureters to the combustion chamber of the engine during the operation of the latter, means for retarding the change in proportion as the throttle is opened, means for supplying exhaust gases discharged from the engine to that carbureter for the fuel of high boiling point, and lmeans for supplying hot air to' that carbureter for the fuel of high boiling point. y

15. In a fuel control system for internal combustion engines using more than one fuel, the

combination with carbureters, each fora diiferent fuel, a throttle valve common to said carbureters, and a choke valve controlled air intake,

of a fuel proportioning mechanism for delivering fuels in a manner to permit of automatic variations of the proportions in which-the fuels are mixed as the-duty of the engine may demand, common to said carbureters, adjustable, controllable, manually-operated means for operating said mechanism, an adjustable, controllable vmeans for automatically-operating said mechanism to automatically vary the proportions of the fuels supplied through said carbureters to the combustionl chamber, and means for supplying exhaust ga'ses discharged from the engine to heat one ofthe fuels t 16. In a fuel control system for internal coni- Vbustion engines using more than one fuel, the

combination with carbureters, each for a fuel of a different boiling Point, a throttle valve common to said carbureters, and a choke valve controlled air intake, of a fuel proportioning mechanism for delivering fuels 'in a manner to permit of automatic variations of the proportions in which the fuelsl are mixed as the duty of the engine may demand, common to said carbureters, adjustable, controllable, manually operated means for operating said mechanism, an adjustable, controllable' means -for automatically operating said mechanism to automatically vary the proportions of the fuels supplied through said carbureters to the combustion chamber of the engine.

means for supplying exhaust gases discharged from the engine to heat.one of the fuels, and means for supplying hot air to 'heat the fuel heated from the exhaust gases.

17. In-a fuel control system for internal combustion engines using more than one fuel, carbureters including Venturi means and each for a diilerent fuel, fuel supplies, athrottle valve,

. a proportioning mechanism controlled by the debureters including Venturi means and each for a different fuel, fuel supplies, a throttle valve, a fuel proportioning mechanism controlled by the depression existing between the Venturi means and the throttle valve and operated from the suction of the engine where the suction varies with the speed and load of the engine for automatically varying the proportions of the fuels supplied to the combustion chamber of the engine, said mechanism including means to provide for rapidly changing the proportion of the lighter fuel on deceleration and to slowly increase the proportion of the heavier fuel on acceleration.

19. In a fuel control system for internal combustion engines using a plurality of fuels of different boiling points, a suction controlled proportioning mechanism for automatically, slowly and simultaneously varying the proportions of the fuels supplied to the combustion chamber of the engine, means for limiting the minimum prow portion of the fuel of lowest boiling point, means for limiting the` maximum proportion of the fuel of lowest boiling, and means for .supplying a limited amount of fuel of low boiling point as the engine throttle is opened.

20. In a fuel -control system for internal vcoxnbustion engines using morel than one fuel, a suction controlled proportioning mechanism operated from the suction of the engine for automatically and simultaneously varying the proportions of the fuels supplied to the combustion chamber of the engine, said mechanism including means to provide for rapidly changing the proportion of the lighter. fuel on deceleration and to slowly increase the proportion of the heavier fuel on acceleration.

. 21. In a fuel control system for internal combustion engines using more than one fuel, carbureters, each for a different fuel and each including Venturi means, fuel supplies, a throttle valve,

and a fuel proportioning mechanism controlled by the depression existing between the Venturi means and throttle valve for slowly, automatically and simultaneously varying the proportions of the fuels supplied to the combustion chamber of the engine.

22. In a fuel controlledsystem for internal combustion engines using more than one fuel, carbureters each for a different fuel and each including Venturi means, fuel supplies, a throttle valveVand a fuel proportioning mechanism controlled by the depression existing between said Venturi means and throttle valve as the manifold suction varies counter to the speed and load of the engine for slowly, automatically and simultaneously .varying the proportions ofthe fuels supplied to the combustion chamberof the engine. 23. In a fuel control system for internal combustion engines using more than one reters, each for a different fuel and each including a Venturi means, a throttle valve, fuel supplies, and a fuel proportioning `mechanism including a flexible diaphragm controlled by the depression existing between the Venturi means and the throttle valve for automatically and slowly varying the proportions of the fuels supplied. to the combustion chamber of the engine. l 24. In a fuel control system for internal combustion engines using more than one fuel, fuel supplies, carbureters,4 each for a different fuel and each including a a throttle valve, and a fuel proportioning mechanism controlled by the depression the Venturi means and the throttle valve and including means for automatically and simultaneously providing a gradual retarded suction action on the fuels to slowly varythe proportions of themfuels supplied to the combustion chamber of thev engine,and

means for retarding the change in proportions as said throttle valve is opened.`

25. In a fuel control system for internal combustion engines using more than one fuel, fuel supplies, carbureters, each for a different fuel and each including a Venturi means. a throttle valve, and a fuelproportioning mechanism conytrolled by the depression existing between the' Venturi means and the throttle valve and'including means for automatically and simultaneously providing a gradual retarded suction action on the fuels to slowly vary fuels supplied to the combustion chamber of the engine.

the proportions of the f 26. In afuel'control `bustion engines using more than one lfuel, yfuel supplies, carbureters, each for a diiferent fuel and each including a Venturi means, a a fuel proportiorng mechanism controlled by the depression existing between the Venturi means and throttle valve for slowly, automatically and throttle valve,v

system for internal com-v y simultaneously varying the proportions of the main supply. fuels supplied to chamber ofthe engine, means to allow 'the engine to idle on a fuel of lower boiling point, and means for suspending the-supply of fuel of lower boiling point through the said other means when the engine is operating at high speed.- j

2'7. In a fuel control systemv for internal combustion engines using a plurality of fuels of different boiling points, the combination with carbureters, each including a Venturimeans' and each fuel. carbu-- for a different fuel, fuel supplies and a throttle valve common to said carbureters, of a propor-V tioning'meehanism controlled by the depression existing between said Venturi means and the throttle valve for delivering fuels in a manner -to permit of automatic variations of in which the fuels are mixed as the duty of the nd, said mechanism being common tothe carbureters and located adjacent to said valve, means for automatically operating, said mechanism' to automatically vary the proportions of the fuels supplied from said carbureters to the combustion'chamber of the engine, and means for vsupplying -hot air to that carburetor for the fuel of high-boiling point. i

28. In av fuel t `bustion engines using more than one fuel, the combination with carbureters, each for a different fuel and including a Venturi means, fuelsupplies, a throttle valve common to said carbureters, and a choke valve controlled air intake, of a. fuel pro- \portioning mechanism controlled by the depression existing between the Venturi means and throttle valve and common -to said carbureters, an adjustable, controllable manually operated means for operating said mechanism,

justable, controllable means operated from the suction of the engine to automatically vary the proportions of the fuels supplied through said carbureters to the combustion engine. A

HERBERT M. CORSE.

the proportions control system for internal comthe combustion and an adhamber of the 

